CN107542599A - System and method for antivibration roll-over valve - Google Patents

Abstract

A kind of system, it includes the fuel delivery system of engine, and fuel delivery system includes：Blast pipe；Wall, it provides seat and forms cavity in the opening of the blast pipe；The bottom plate of the cavity, the bottom plate are included from the convex portion that the bottom plate protrudes；And stop part, it is located in the cavity, for being located at during upset situation in seat.

Description

Systems and methods for anti-vibration rollover valves

Cross References to Related Applications

This application claims priority to US Provisional Application No. 62/355,635, filed June 28, 2016, the entire contents of which are incorporated herein by reference.

Background technique

A fuel delivery system may deliver fuel into the internal combustion engine.

Contents of the invention

According to one aspect, systems and methods provide a fuel delivery system for an engine comprising: an exhaust pipe; a wall providing a seat and forming a cavity at an opening of the exhaust pipe; a floor of the cavity , the base plate comprising a protrusion protruding from the base plate; and a stop located in the cavity for seating in the seat during an overturning condition.

Other systems, methods, features and advantages will be or become apparent upon examination of the following figures and detailed description. It is intended that all such additional systems, methods, features and advantages be included within this description and be protected by the following claims.

Description of drawings

In conjunction with the following detailed description, reference is made to the drawings, wherein like reference numerals in different drawings may refer to like elements. Features of the drawings are not necessarily drawn to scale.

FIG. 1A is a perspective view of an exemplary engine-mounted fuel delivery system as mounted on an engine.

FIG. 1B is a schematic diagram illustrating certain components of the engine-mounted fuel delivery system and engine of FIG. 1A in greater detail.

FIG. 2 is a perspective view of the engine-mounted fuel delivery system of FIG. 1A .

3 is another cross-sectional view of the engine-mounted fuel delivery system of FIGS. 1 and 2 taken along line A-A of FIG. 2 .

4 is a partial side cross-sectional view of an exemplary rollover valve arrangement for an exhaust pipe.

5A-D are schematic illustrations of exemplary rollover valve arrangements.

6 is a flow diagram of an example function of a rollover valve arrangement.

detailed description

While the disclosure is capable of embodiments in different forms, it is to be understood that the disclosure is to be considered as an illustration of the principles of the disclosure and is not intended to be construed as an illustration of the principles of the disclosure, which are shown in the drawings and described in detail herein. The disclosure is limited to that shown and described herein. Thus, unless otherwise stated, features disclosed herein may be combined together to form further combinations which are not otherwise shown for the sake of brevity. It should also be understood that in some embodiments, one or more elements shown in the figures by way of example may be eliminated and/or replaced by alternative elements within the scope of the present disclosure.

Referring to FIG. 1A , an engine-mounted fuel delivery system (hereinafter referred to more simply as a “fuel delivery system”) 2 in accordance with at least one embodiment is shown mounted on an engine 4 . Engine 4 is a small general-purpose internal combustion engine that can be used in various applications, including, for example, various types of power machinery. For example, engine 4 may be a Command twin vertical crankshaft internal combustion engine manufactured by Kohler Company of Wisconsin. Although not shown, it should be understood that in some cases engine 4 may be used in land vehicles such as lawnmowers, snowplows, and other small vehicles such as utility vehicles. In alternative embodiments, fuel delivery system 2 of FIG. 1A or other embodiments of fuel delivery systems may also be combined with other types of engines (e.g., other than small general purpose engines) and/or with other types of applications and/or Cars are implemented in combination.

In FIG. 1A it is envisaged that the fuel delivery system 2 is installed on the engine by the engine manufacturer. However, it is also contemplated that the fuel delivery system 2 may be sold as an aftermarket add-on product, capable of being installed on the engine by a party other than the engine manufacturer. In addition, the fuel delivery system 2 may be implemented together with an Electronic Fuel Injection (EFI: Electronic Fuel Injection) system provided on the engine 4 and deliver pressurized fuel thereto. However, fuel delivery system 2 can also be used with other types of engine components, and not necessarily with EFI systems.

With additional reference to FIG. 1B , an additional schematic diagram is provided showing fuel delivery system 2 and certain components of engine 4 implemented in conjunction with the fuel delivery system. The fuel delivery system 2 receives fuel under pressure from the main fuel tank 6 . More specifically, fuel is drawn from the main fuel tank 6 via the main connector 7 by the pumping action of a main fuel pump 8 located on or adjacent to the engine 4 . In at least some embodiments, main fuel pump 8 is a low pressure fuel pump, which may take the form of a mechanical diaphragm pump or a pulse pump, for example. However, in alternative embodiments, other types of fuel pumps may also be used.

In addition, due to the pumping action of the main fuel pump 8, fuel is pumped from the main fuel pump to the fuel delivery system 2 (via the secondary connector 9 connecting the two structures). Thus, fuel from the main fuel tank 6 is delivered to the fuel delivery system 2 . As also shown, the main fuel pump 8 may be supported directly on the engine crankcase 10 . Upon reaching the fuel delivery system 2 , and as described in detail below with reference to FIGS. 2-3 , the fuel delivery system 2 in turn provides an additional pumping action. As a result of the operation of the fuel delivery system 2 , pressurized fuel exits the fuel delivery system via the pressurization connector 11 and reaches the engine fuel intake system 12 . As noted above, the engine fuel intake system may take the form of an EFI system, although this need not be the case in all embodiments.

In FIG. 2 , a perspective view of the fuel delivery system 2 is shown in more detail, in particular its appearance. As shown, the fuel delivery system 2 includes a housing 14 having a top 15 and a bottom 16 . Top 15 and bottom 16 together define a storage chamber 18 inside housing 14 capable of receiving and storing fuel. More specifically, the top 15 of the housing 14 fits complementary to the upper end of the bottom 16 to define and enclose a storage chamber 18, the top serving essentially as a cover for the bottom. In at least one embodiment, housing 14 of fuel delivery system 2 is made of a non-metallic, electrically insulating material, such as plastic, carbon fiber, and/or fiberglass, although it is contemplated that other materials suitable for retaining fuel may be used.

Additionally, in FIG. 2 , the bottom 16 of the housing 14 has, in addition to its bottom end (not shown), a mounting side 20 , a profile side 22 , a left end 24 , and a right end 26 . Additionally, the mounting side 20 and the profile side 22 have minimal or no curvature (eg, substantially flat), while the left end 24 and right end 26 are curved in an outwardly convex manner. Furthermore, the width of the mounting side 20 and the profile side 22 is substantially greater than the width of the left end 24 and the right end 26 such that the width of the housing 14 is significantly greater than its depth (eg, greater than the distance between the mounting side and the profile side). Due to the dimensional nature of the housing 14 and the flatness of the mounting and profile sides 20, 22, the fuel delivery system 2 has a generally flat overall appearance. When mounted on the engine 4, the fuel delivery system 2 may be mounted flush with the side of the engine and not protrude outwardly from the engine to an undue extent.

While FIG. 2 shows aspects of the appearance of one embodiment of the housing 14 and fuel delivery system 2 , it should be understood that the appearance may vary from the embodiment shown. For example, although in the embodiment of FIG. 2, the left and right ends 24, 26 have a slight curvature to accommodate the internal components of the fuel delivery system (as further described with respect to FIG. 3), in alternative embodiments, the left and right ends may adopt different shapes. In particular, the shape and size of various aspects of housing 14 and fuel delivery system 2 may be modified or customized to suit the particular engine or vehicle in which the fuel delivery system is to be implemented. In some cases, the shape and size may vary so that fuel delivery system 2 fits within a desired installation space, to achieve desired airflow characteristics around the engine, or for various other reasons.

Additionally, in FIG. 2 , the housing 14 includes a pair of mounting tabs 27 incorporated in the mounting side 20 of the base 16 . The mounting tab 27 allows the fuel delivery system 2 to be fixed on the engine 4 . More specifically, this is accomplished by the additional fasteners shown in the embodiment of the invention to include a pair of grommets 28 and a pair of bolts 29 extending through the mounting tab 27 . When tightened relative to the engine 4, the bolts 29 hold the mounting tab 27 in place relative to the engine. The spacer ring 28 extends in particular on both sides of the mounting lug 27 . When the bolt 29 is tightened relative to the engine 4, the washer 28 is wedged between the mounting piece 27 and the heads of the bolt 29 (or washers adjacent to these heads), and between the mounting piece and the engine itself. In alternative embodiments, the fuel delivery system 2 may be secured/mounted to the engine 4 by a single mounting tab/bolt (or two or more of each), or by one or more other mechanisms including, for example, a snap-on mechanism or assembly to be fixed to/installed on the engine 4.

In FIG. 2, the top 15 and bottom 16 of the housing 14 are two different latches held together by two pairs of male latch portions 30 extending from the top 15 and two complementary pairs of female latch portions 32 formed on the bottom 16. part. FIG. 2 specifically illustrates a pair of male latch portions 30 and a pair of female latch portions 32 positioned along the profile side 22 of the bottom 16 of the housing 14 . Although not shown, it should be understood that the other pairs of the male and female latch portions 30 , 32 are located along the mounting side 20 of the bottom 16 of the housing 14 . The male and female latch portions 30 , 32 are respectively configured such that the female latch portion 32 can receive the corresponding male latch portion 30 in a snap-fit manner. In alternative embodiments, the number of male and female latch portions used may be other than two pairs of each of the two latch portions (for example, more or less than four), although there are generally At least two male latch portions and two female latch portions positioned on opposite sides of the Additionally, one or more other mechanisms or components may be used to fasten the top 15 and bottom 16 of the housing 14 to each other, or the parts may even be plastic welded or otherwise fastened together to form a unitary housing.

With additional reference to FIG. 3 , another cross-sectional view of the fuel delivery system 2 along line A-A of FIG. 2 is provided to illustrate the various internal components of the fuel delivery system in more detail. As shown, the housing 14 supports, inter alia, an additional fuel pump 34 , a pressure regulator 36 and a float mechanism 38 therein. The bottom 16 of the housing 14 almost completely defines the reservoir 18, except that the upper surface of the reservoir is defined by the top 15 of the housing. The top 15 of the housing, in addition to enclosing the storage chamber 18, has formed therein a supply passage 40, a regulation passage 42 and a pump passage 44, each of which is a substantially linear tubular passage. The supply channel 40 extends in a substantially horizontal manner for substantially the entire length of the top 15, while the adjustment channel 42 and the pump channel 44 each intersect the supply channel and extend downward therefrom in a generally vertical manner. Although the supply, regulation and pump channels 40, 42 and 44 are referred to herein as separate channels, they can all be generally considered to form a single integral supply channel.

More specifically, the regulating passage 42 extends downwardly from the first end 45 of the supply passage 40 to the pressure regulator 36 between the regulating passage and the storage chamber 18 . Pump passage 44 extends downward from an intermediate location 46 along supply passage 40 to a fuel pump outlet 47 of fuel pump 34 . The fuel pump outlet 47 is mounted to extend at least partially into the pump passage 44 along a pump interface section 48 of the pump passage to achieve a suitable seal between the fuel pump outlet 47 and the pump passage. In some embodiments, fuel pump 34 is removably connected to pump passage 44 .

In addition, supply channel 40 also includes, opposite first end 45 , a discharge end 50 extending horizontally outwardly from the remainder of top 15 with intermediate location 46 between first end 45 and discharge end 50 . Discharge end 50 serves as a fuel outlet for fuel delivery system 2 and is connected to engine fuel intake system 12 via pressurized connector 11 as discussed above with respect to FIG. 1B . In at least some embodiments, engine fuel intake system 12 may be one or more fuel injectors (not shown) of an EFI system or a fuel supply rail (not shown).

Referring to FIG. 3 , the top 15 also includes an inlet tube 52 extending substantially vertically upward from the top. An inlet pipe 52 constituting the fuel inlet of the fuel delivery system 2 forms a channel connecting the storage chamber 18 to a location above the roof 14 . As discussed with reference to FIG. 1B , the inlet pipe 52 is especially capable of receiving fuel from the secondary connector 9 which in turn receives fuel from the main fuel tank 6 via the main connector 7 and the main fuel pump 8 . On receiving fuel from the secondary connector 9 , the inlet pipe 52 directs the fuel into the storage chamber 18 and to some extent isolates the fuel in the storage chamber 18 from the main fuel tank 6 and the main fuel pump 8 .

In at least some embodiments, the secondary connector 9 (and possibly the primary connector 7) is a flexible rubber hose, although various other types of connectors may be used, such as rigid metal tubing. Also, in at least some embodiments, pressurized connector 11 is a flexible rubber hose, although various other types of connectors may be used, such as rigid metal tubing. By using the primary, secondary and pressurization connectors 7, 9 and 11, especially when these components are flexible, the fuel delivery system 2 can be connected to the main fuel tank 6, the main fuel pump 8 and the engine fuel intake system 12 and to the relative It can be installed on the engine 4 in various positions and ways along with other engine and/or vehicle components.

Fuel entering fuel delivery system 2 through inlet pipe 52 is stored in storage chamber 18 . In FIG. 3 , the float mechanism 38 is hingedly attached to the lower surface of the top 15 facing the storage chamber 18 and is positioned to open and close the exhaust duct 54 (shown in FIG. 2 ), which is also stored in the storage chamber. The chamber 18 extends through the top 15 to the external environment. In particular, the float mechanism 38 is configured to respond to the fuel level in the reservoir 18 and effectively close the exhaust tube 54 when the fuel level in the reservoir 18 reaches a certain threshold. Furthermore, the float mechanism 38 substantially prevents fuel from flowing out of the storage chamber 18 from the exhaust pipe 54 of the fuel delivery system 2 when the fuel delivery system 2 and/or the engine 4 on which the fuel delivery system is installed is turned over. Typically, the float mechanism 38 is removable from the top 15 .

Vent 54 allows fuel vapors to vent to the external environment when float mechanism 38 is open. However, in at least some embodiments, the exhaust pipe 54 does not lead from the storage chamber 18 to the external environment, but is instead coupled to the engine intake system 12 (or to another location) via an additional connector, such as another rubber hose. ). In such an embodiment, exhaust tube 54 and additional connectors allow fuel vapors from reservoir 18 to be vented to engine intake system 12 (or to another location) rather than the external environment, thereby potentially reducing the impact of fuel vapors on environmental emissions.

Additionally, in other embodiments, float mechanism 38 may be used to control fluid flow through inlet tube 52 rather than exhaust tube 54 . More specifically, in some embodiments, float mechanism 38 may be hinged below inlet tube 52 to the lower surface facing top 15 of reservoir 18 and positioned to close when the fuel level within the reservoir reaches a threshold level. inlet pipe, and otherwise open the inlet pipe (or at least be openable when fuel is directed through the inlet pipe into the storage chamber). In other examples, a float mechanism may be used with respect to the exhaust tube 54 and the inlet tube 52 .

Referring also to FIG. 3 , the additional fuel pump 34 extends vertically between the pump passage 44 at the fuel pump outlet 47 and the reservoir bottom 56 at which a fuel pump inlet 58 is provided. In at least some embodiments, additional fuel pump 34 is a high pressure fuel pump compared to main fuel pump 8 , which is a low pressure fuel pump. The use of a high pressure fuel pump as additional fuel pump 34 is particularly suitable when the fuel delivery system 2 is operated to supply pressurized fuel to the EFI system. However, in alternative embodiments, the absolute and relative pressure levels of the fuel output by the main and additional fuel pumps 8, 34 may take on a wide variety of levels. Additionally, in at least some embodiments, the additional fuel pump 34 is an electric turbo pump, although other types of pumps may be used in alternative embodiments, such as pumps using cycloidal gears or rolling vane components.

The additional fuel pump 34 can be powered in a variety of ways. In this embodiment, the additional fuel pump 34 operates from a 12 volt direct current (DC) power source, such as that available from the battery on a vehicle equipped with a general-purpose engine, although in other embodiments, the additional fuel pump 34 Can be configured to utilize other types of power sources (eg, 6 volt DC power). Also, in some embodiments, the additional fuel pump 34 is powered by electrical leads (not shown) extending through and away from the exterior surface of the top 15 of the housing 14 . The external terminals of the electrical leads are located in an electrical connector 60, which may take the form of a plug-type fitting, allowing easy connection and disconnection of the power supply.

Where a more efficient type of pump, such as an electric turbo pump, is used as the additional fuel pump 34, the power and current draw of the power source (e.g., battery) of the engine 4 can be reduced (e.g., by 3 amps) relative to other means ). Also, while it is contemplated that generally the additional fuel pump 34 will be powered by electrical power provided via the electrical leads, in alternative embodiments the additional fuel pump 34 may be operated using other types of power. For example, additional fuel pump 34 may be powered by an external power source (e.g., an internal battery within the fuel pump), or may even be mechanically driven by a rotating shaft extending outwardly through housing 14 and driven by an external electric motor or other device. .

Also in FIG. 3 , pressure regulator 36 has a regulator inlet side 62 and a regulator outlet side 64 . The regulator inlet side 62 is at least partially at the lowermost end of the regulation channel 42 opposite the end that intersects the supply channel 40 , while the regulator outlet side 64 is open to the storage chamber 18 . Given an appropriate pressure differential between the supply passage 40/regulation passage 42 and the storage chamber 18 opposite the pressure regulator 36 (usually when the pressure in the supply passage 40/regulation passage 42 exceeds the pressure of the storage chamber 18 by a predetermined amount ), the pressure regulator 36 allows fuel to return to the storage chamber 18 in one direction, namely from the regulating passage 42 .

Based on the foregoing description, it should be apparent that, in at least some embodiments, fuel delivery system 2 may be assembled as follows. Firstly, the top 15 and bottom 16 of the housing 14 are formed, the bottom mainly containing the storage chamber 18 and the top containing the supply channel 40 , the regulating channel 42 and the pump channel 44 . Next, the additional fuel pump 34 is connected to the pump channel 44 and the pressure regulator 36 is connected to the regulation channel 42 . Likewise, a floating mechanism 38 is connected to the top 15 . Finally, the top 15 and bottom 16 are assembled together to define the reservoir 18, when the top and bottom are thus assembled, the pressure regulator 36 and the additional fuel pump 34 from the supply channel 40/regulation channel 42/pump channel 44 towards the reservoir Extends and extends into the storage compartment.

During operation of fuel delivery system 2 , storage chamber 18 is filled with fuel from primary fuel tank 6 through primary connector 7 , primary fuel pump 8 , and secondary connector 9 through inlet pipe 52 . Once the reservoir chamber 18 is filled to the threshold level, the float mechanism 38 closes the vent 54 to prevent the reservoir chamber 18 from overfilling. In addition, assuming that the additional fuel pump 34 is operating, the additional fuel pump 34 pumps fuel from the storage chamber 18 into the pump passage 44, to the supply passage 40 and the regulation passage 42, and out of the discharge port 50 to the engine through the pressurized connection 11 Fuel intake system 12.

Due to changes in the fuel demand of the engine 4, or due to other reasons including only the constant operation of the additional fuel pump 34, the supply passage 40 (and the adjustment passage 42 and the pump passage 44) when driving fuel to the engine fuel intake system 12 due to The operation of fuel pump 34 experiences excessive pressure. When the pressure level in supply passage 40 (as well as regulation passage 42 and pump passage 44) relative to storage chamber 18 exceeds the tolerance of pressure regulator 36, pressure regulator 36 allows fuel to return from supply passage 40 to the storage chamber, thereby relieving the Excess fuel pressure in the supply passage 40 . Depending on the embodiment, the threshold tolerance of the pressure regulator 36 may take on various levels, and the tolerance of the pressure regulator may be changed in real time, potentially based on the operating conditions of the fuel delivery system 2 or engine 4 .

Given that the fuel delivery system 2 allows excess pressure fuel to flow back into the storage chamber 18, there is no need to provide any additional return lines between the fuel delivery system 2 (in particular the supply channel 40/fuel pump outlet 47) and the main fuel tank 6 to Adaptive fuel is passed through pressure regulator 36 . There is also no need to form any additional holes in the main tank 6 to accommodate such additional return lines. Moreover, by providing the additional fuel pump 34 and pressure regulator 36 in an integrated modular manner within the housing 14, there is no need to install multiple separate components, such as a separate pressure regulator and a separate fuel pump on the engine 4. High pressure fuel pump. Instead, only the overall fuel assembly 2 needs to be mounted on the engine 4 .

In view of the above features, fuel delivery system 2 is particularly suitable for use in conjunction with various different types of engines and various different types of vehicles and/or applications using such engines, because fuel delivery system 2 can be used with these various engines and/or applications or vehicle together are easily implemented (or at least easily adapted to implement) despite differences in engine and/or vehicle characteristics. That is, fuel delivery system 2 is universal in large part, if not entirely, in its ability to be installed on and used in conjunction with various types of engines and/or vehicles.

While the fuel delivery system 2 is suitable for use with a variety of different types of engines and engine applications, the fuel delivery system 2 is suitable for use in conjunction with small general-purpose vehicle or other application (especially since the manufacturers of the engine and vehicle or other application components have different biases). Considering the integral housing 14 of the fuel delivery system 2 , where the housing 14 contains each of the reservoir 18 , supply passage 40 (and regulator and pump passages 42 and 44 ), pressure regulator 36 and additional fuel pump 34 , the fuel delivery system 2 has a particularly compact, integrated and modular character, enabling it to be implemented in a manner consistent with and without detracting from the universality of the engine itself.

More specifically, since the fuel delivery system 2 does not require a fuel return line between the pressure regulator 36 and the main fuel tank 6, and since there is no need to mount the various components of the fuel delivery system independently of each other on the engine or other support structure (eg, pressure regulator 36 and additional fuel pump 34), fuel delivery system 2 can be easily moved to different support positions, depending on the requirements of the vehicle or other structures with which the engine is being implemented. Furthermore, in at least some embodiments, such as those described above, the fuel delivery system 2 need not protrude excessively outwardly from the supporting engine on which it is mounted, when the engine itself will be implemented on a vehicle or elsewhere where space is limited. This is particularly advantageous in an application.

The fuel delivery system 2 is also particularly advantageous for use in conjunction with engines having an EFI system. The integrated, modular nature of the fuel delivery system 2 not only reduces the complexity and cost of implementing a fuel delivery system in a given engine, but the fuel delivery system 2 can also be easily added to a carburetor-equipped engine modified to an EIF engine. in the engine. More specifically, when the carbureted engine is modified to an EIF engine, the fuel delivery system 2 can be simply installed by installing the fuel delivery system to the engine as a single module, and the original fuel associated with the carburetor-type engine The output of the pump is connected to the inlet pipe 52 of the fuel delivery system 2 and connects the discharge 50 of the fuel delivery system 2 to the EFI system.

FIG. 4 is a partial side cross-sectional view of an exemplary rollover valve arrangement for exhaust pipe 54 of fuel delivery system 2 . The tumble valve arrangement for the exhaust pipe 54 may be used with the fuel delivery system 2 described above and/or with other types of fuel delivery systems. A tumble valve arrangement may also be used in other embodiments, for example with the inlet tube 52 . For purposes of explanation, the tumble valve arrangement is described using the exhaust pipe 54, which may form or be attached to the top 15 of the housing 14 of the fuel delivery system 2.

In one embodiment, the stopper 100 is located in the cavity 106 provided by the walls 108a, 108b and below the exhaust pipe 54 during normal operation. In some embodiments, stop 100 is a ball. The stopper 100 may be made of metal or other materials. Different shapes of stoppers 100 may be used, including but not limited to oval, square, rectangular, pyramid, and the like. In the event of the vehicle/engine 4 turning over, the stopper 100 moves to be in the seat 102 at the inlet of the exhaust pipe 54 to prevent and/or block any outflow of fuel etc., through the exhaust pipe 54, for example into Environment 105. When the engine 4 returns to the normal upright position, the stop 100 may move back into the cavity 106 to unblock the exhaust pipe 54 .

Using the above embodiments, the fuel pump 34 may be part of the fuel pump module 104 . The walls 108 a , b form the seat 102 at the opening of the exhaust duct 54 . The walls 108a, b may be positioned at an angle away from the seat 102 . The angles of the walls 108a, b may be formed at an angle of about 10 to 80 degrees away from the seat 102, or more specifically about 30 to 50 degrees, eg, depending on the implementation. In one embodiment, the walls 108a, b form opposite sides of a frusto-conical structure. Structures of other shapes may be used, including but not limited to frustum square, triangular, pyramidal, pentagonal, etc. The walls 108a, b may be straight, curved, concentric, non-concentric, etc. FIG.

In some embodiments, lower cup 110 is positioned in a lower portion of cavity 106 to support stopper 100 . The lower cup 110 provides a floor 112 of the cavity 106 for the stopper 100 to rest on. The raised portion 114 of the bottom plate 112 protrudes on the substantially flat plane of the bottom plate 112 such that the stopper 100 cannot rest on the raised portion 114 of the bottom plate 112 . In some embodiments, the lower cup 110 may be located within three equally spaced legs 116 (one shown) forming three alternately spaced flow passage openings 118 (one flow passage 118 shown opposite the legs 116). . Other numbers of legs 116 and flow passages 118 may be used, and they need not be equally spaced, eg depending on the implementation. Flow passage 118 allows vapor to flow from fuel pump module 104 to environment 105 or other portions of engine 4 , for example, when float mechanism 38 is open. The legs 116 may contain an inwardly biased force to apply pressure to the lower cup 110 to hold the lower cup 110 in place.

During normal operation, the protrusion 114 of the lower cup 110 can help ensure that the stopper 100 does not naturally lie in a simple line with the exhaust pipe 54, and is therefore less likely to rebound to directly engage/prevent the exhaust during impact. Air tube 54 (if the pressure differential is such that it will cause the stopper 100 to stick there and cause fuel problems). In some embodiments, the protrusion 114 of the lower cup 110 is centered on the bottom plate 112 to align with the axis 200 of the seat 102 and the exhaust opening 55 of the exhaust pipe 54 . Depending on the embodiment, it is possible that the protrusion 114 may be at other locations on the base plate 112 , eg, off-center from the axis 200 . The protrusions 114 may include various shapes, including circular, concave, half-moon, square, rectangular, triangular, etc., or other shapes including non-concentric shapes. In some embodiments, more than one protrusion 114 may be provided on the bottom plate 112, eg, a plurality of protrusions 114 positioned in a pattern or non-pattern.

The sloped walls 108a, b and/or protrusion 114 of the floor 114 prevent the stop 100 from moving freely up and down in the cavity 106, for example, when the fuel pump module 104 mounted on the engine 4 is shaken up and down. Otherwise, the stopper 100 gets stuck in the seat 102 , for example due to a pressure differential between the fuel pump module 104 and the environment 105 may cause the fuel pump module 104 to become airtightly locked instead of refilling, causing the engine 4 to stop. In one embodiment, the sloped walls 108a, b and/or the protrusion 114 of the bottom plate 112 offset the stop 100 from the seat 102 so that any movement or vibration causes the stop 100 to hit the walls 108a, b to stop. The stop 100 is deflected away from the seat 102 . The protrusion 114 of the bottom plate 112 deflects the stop 100 in the cavity 106 out of direct alignment with the seat 102 . During inversion, the stopper 100 can still reach the seat 102 and seal the effluent in the environment 105 .

5A-D are schematic illustrations of exemplary rollover valve arrangements. FIG. 5A is a top view of housing 14 of exemplary fuel delivery system 2 . Figure 5B is a side cross-sectional view of the fuel delivery system 2 taken along line A-A of Figure 5A. FIG. 5C is a side cross-sectional view of the fuel delivery system 2 along line B-B of FIG. 5A . FIG. 5D is an isolated perspective view of the lower cup 110 . The protrusion 114 of the bottom plate 112 keeps the stopper 100 out of alignment with the axis 200 of the exhaust pipe 54 so that the stopper 100 cannot naturally remain aligned with the exhaust pipe 54 and cannot be directly aligned during an overturning operation of the engine 4. Engages/blocks exhaust pipe 54.

6 is a flow diagram of an example function of a rollover valve arrangement. In some embodiments, the storage chamber 18 is used for the fuel delivery system of the engine 4 and the exhaust pipe 54 exhausts gases from the storage chamber 18 during normal operation of the engine 4 . A cavity 106 may be provided between the storage chamber 18 and the opening of the exhaust pipe 54 , in which a stopper 100 is provided. The stopper 100 blocks the exhaust tube 54 during an overturn condition to prevent fuel from flowing out of the storage chamber 18 via the exhaust tube 54 and into the environment 105 . The bottom plate 112 may be provided with a raised portion 114, for example below the exhaust pipe 54, which prevents the stopper 100 from blocking the exhaust pipe 54 during normal operation.

While particular embodiments have been shown and described with respect to the drawings, it is contemplated that various modifications may be made by one skilled in the art without departing from the spirit and scope of the appended claims. It is therefore to be understood that the scope of the disclosure and appended claims is not limited to the specific embodiments shown in and discussed with respect to the drawings and that modifications and other embodiments are intended to be included within the scope of the disclosure and the drawings . Furthermore, while the above description and associated drawings describe exemplary embodiments in the context of certain implementation combinations of elements and/or functions, it should be appreciated that different combinations of elements and/or functions may be provided by alternative embodiments without departing from the scope of the disclosure and drawings.

Many modifications and other embodiments set forth herein will come to mind to one skilled in the art having the benefit of the teachings presented in the foregoing descriptions and the associated drawings. Although specific terms are employed herein, they are used in a generic and descriptive sense only and not for purposes of limitation.

Claims (20)

1. A system comprising: storage room; an exhaust pipe that exhausts gas from the storage chamber; a wall between the reservoir and the exhaust duct, the wall providing a seat and forming a cavity at the opening of the exhaust duct; a floor of the cavity, the floor including a protrusion protruding from the floor; and A stop located in the cavity for seating in the seat during an overturning event. 2. The system of claim 1, wherein, The wall is away from the seat at an angle of 30 to 50 degrees. 3. The system of claim 1, wherein, The protrusion is located at the center of the bottom plate. 4. The system of claim 1, wherein, The protrusion is located at an eccentric position on the bottom plate. 5. The system of claim 1, wherein, The shape of the protrusion includes a dimple. 6. The system of claim 1, wherein, The shape of the protrusion includes a non-concentric shape. 7. The system of claim 1, wherein, The walls are straight. 8. The system of claim 1, wherein, The wall is curved. 9. The system of claim 1, wherein, The walls are non-concentric. 10. The system of claim 1, wherein: The protrusion includes a plurality of protrusions. 11. The system of claim 1, wherein, The base plate includes a cup within the cavity. 12. The system of claim 11, wherein, The cups are located within spaced legs forming alternately spaced flow passage openings. 13. The system of claim 1, wherein, The stop includes a ball. 14. A fuel delivery system for an engine comprising: a cavity formed between the storage chamber and the exhaust duct, the cavity forming a seat at the inlet of the exhaust duct; a stop located in the cavity for seating in the seat during an overturning condition; and A floor of the cavity, the floor including a protrusion protruding from the floor to prevent the stop from seating in the seat during normal operation. 15. The fuel delivery system of claim 14, wherein: The stop includes a ball. 16. The fuel delivery system of claim 14, wherein: The protrusions include dimples. 17. The fuel delivery system of claim 16, wherein: The dimples include a circular shape. 18. A method comprising: providing a storage chamber for a fuel delivery system of the engine, and providing an exhaust duct to enable venting of said storage chamber; allowing the vent to vent fuel vapors out of the storage chamber during normal operation; and A stopper is used to block the exhaust pipe during a rollover event to prevent fuel from flowing out of the storage chamber via the exhaust pipe. 19. The method of claim 18, further comprising, A cavity is provided below the exhaust duct with a floor having a recess that prevents the stopper from blocking the exhaust duct during normal operation. 20. The method of claim 18, further comprising, The stopper unblocks the exhaust pipe when the engine returns to a normal position.